Blast-controlling valve for track-sanding apparatus



- (No Model.) 2 Sheets-Sheet 1.

T. H. CURTIS.

BLAST CONTROLLING VALVE FOR TRACK SANDING APPARATUS. No. 578,318;Patented Mar. 9,1897.

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BLAST CONTROLLING VALVE FOR TRACK SANDING APPARATUS. No. 578,318.Patented Mar. 9, 1897.

UNITED STATES PATENT OFFICE.

THEODORE H. CURTIS, OF CLEVELAND, OHIO.

BLAST-CONTROLLING VALVE FOR TRACK-SANDING APPARATUS.

SPECIFICATION forming part of Letters Patent N 0. 578,318, dated March9, 1897.

Application filed October 30, 1896. Serial No. 610,634.. (No model.)

To aZZ whom it may concern.-

Be it known that I, THEODORE H. CURTIS, of Cleveland, in the county ofOuyahoga and State of Ohio, have invented certain new and usefulImprovements in Blast- Controlling Valves for Track-Sanding Apparatus;and I do hereby declare that the following is a full,

. a hands grasp of the. handle of the engineers brake-valve, and itsobject is to provide a blast-controlling valve which is readily operatedindependently or simultaneously with the movement of the handle of theengineers brake-valve, there being no operative connection between thehandle of the engineers brake-valve and the handle which actuates theblast-controlling valve, although the two handles are held in one graspand operated together. Either of the handles can be operated independentof the other.

Referring to the accompanying drawings,

Figure 1 is a side view of the blast-controllin g valve in combinationwith the engineers brake-valve. Fig. 2 is a plan of the blastcontrolliugvalve and the engineers brakevalve. Fig. 3 is a sectional view of theblastcontrolling valve. Fig. 4 is a full front view of theblast-controlling valve. Fig. 5 is a full view and a partial sectionalView of a modification in the form of valve. Fig. 6 is a side elevationof the improvement as applied, the cab being shown in section.

' In the drawings the reference-letter A indicates the engineersbrake-valve, which is held in position by the bracket K which issupported from the boiler S or some other suitable holding.

K indicates the support for the blast-controlling valve.

B indicates the handle of the engineers brake-valve.

- E indicates the main valve, which is opened and closed by thevalve-stem G.

1302: Q to the track, delivering the sand in front of the driving-wheelat B M indicates a push-valve, which is held in position by the spring'm, Fig. 5.

1) indicates a nut to hold the handle B in position.

d indicates a lock-nut to b andjforms a connection between theblast-controlling valve and the engineers brake-valve.

e indicates a pin toretain the stem Gin the nut d.

f indicates a set-screw to secure the handle 0 to the stem G.

In Fig. 1 the support K is attached to the engineers brake-valve. InFig. 6 the support K is attached to the support for the engineersbrake-valve. The support K is attached to any suitable holding so longas it maintains the handle which actuates the blast-controlling valveoperative within a hands grasp of the handle of the engineersbrake-valve.

The induction-pipe H connects the blastcontrolling valve to the mainreservoir P. The quantity of air passing through the blastcontrollingvalve through the eduction-pipe J to the track-sanding apparatuscontrols the quantity of sand to be delivered from the sandbox to thetrack through the track-sanding apparatus. Feeding sand from thesand-box through the sand-delivery pipe R to the track in front of thedriving-wheel at R is accomplished by opening the valve F, M, or E andpermitting the desired quantity of air to pass to the track-sandingapparatus. Position B of the handle of the engineers brake-valve is whatis known as position While running. Position B is the position of thehandle for application of brakes, service stop. Position B is theposition of the handle for application of brakes, emergency stop.

The handle B being in position B, the valve E being tightly closed, thehandle 0 is adjusted over the handle B and secured to the stem G by theset-screw f. The handle B is free to move without moving the handle 0,there being no operative connection between the two handles. Theconnection-nut d is free upon the stem Gr. This connection d may beomitted, if desired. By grasping the two handles B and 0 together andmovement of them to position B will give a service stop for thetrain-brakes and at the same time unseat the valve E and permit a slightquantity of air to pass to the track-sandin g apparatus. By grasping thehandles B and 0 together and movement of them to position B will give anemergency application of the trainbrakes and at the same time profuselysand the track by the large quantity of air passing through theblast-controlling valve to the track-sanding apparatus. The return ofthe two handles to position B will close the blastcontrolling valve, andthe movement of handle B to position B will release the trainbrakes. Thereturn of the handle B to position B, the train -brake system and theblast-controlling valve are again ready for either separate orsimultaneous operation.

The handle of the engineers brake-valve extends beyond the end of thehandle which actuates the blast-controlling valve to be readily graspedfor independent operation.

Ihave shown in the drawings and referred to in the specification onecertain type of engineers brake-valve as manufactured by theWVestinghouse Air-Brake Company and a main valve suitable to combinetherewith. A different type of engineers brake-valve will requiresuitable form of main valve. The secondary valve is used to control theblast for track-sanding in starting trains, while the main valve is usedin braking trains. Each valve is adaptedly formed and adjusted for itsspecific functions.

The track-sanding apparatus herein mentioned and not shown in drawingsmay be of any approved design.

Having thus fully described my invention,

I claim as new and desire to secure by Letters Patent- 1. Incombination, a track-sanding apparatus with a fluid-pressure pipethereto, an engineers brake-valve, a valve in the fluidpressure pipe, ahandle to actuate said valve,

said handle operating within a hands grasphandle of the en gineersbrake-valve,substantially as described.

3. An air-blast-controlling valve in combination with a track-sandingapparatus and an engineers brake-valve, the blast-controlling valvecomprising a casing with a fluidpressure passage therein with main andsecondary valves to open and close the fluidpressure passage, and ahandle operating within a hands grasp of the handle of the engineersbrake-valve to actuate the main valve, said handle having movementindependent of thehandle of the engineers brakevalve, the secondaryvalve being operated by a connection extending through the casing,substantially as described.

4:. For the purpose set forth, an engineers brake-valve, in combinationwith a tracksanding apparatus with a fluid-pressure pas sage thereto,and main and secondary valves to open and close the said fluid-pressurepassage, the main valve being actuated by a handle which operates withina hands grasp of the handle of the engineers brake-valve and havingindependent movement thereof.

THEODORE H. CURTIS.

WVitnesses:

GEORGE W. GLIoK, J. H. NIcHoLs.

